Stabilized truck and bolster therefor



Aug. 15, 1939. E. w. WEBB 2,

' STABILIZED TRUCK AND BOLSTER THEREFOR Filed Sept. 23, 1957 a Sheets-Sheet 1- -57 I/V VE/VTOI? 233 DW/N W, YVEBB. .BYHU (77701711575.

MZZM MM .Aqg. 15,19 9. E.w.wEBB 2,169,115

STABILIZED. TRUCK AND BOLSTER THEREFOR Filed Sept. 23, 1937 3 Sheets-Sheet 2 MWm/fmm Aug: 15, I939. E. w. WEBB 2,169,715

' STABILIZED TRUCK AND BOLSTER THEREFOR 1 Filed Sept. 23', 1937 3'Sheets-Sheet 3 EDWIN w. W555.

Patented Aug. 15,1939

- UNITED STATES;

PATENT OFFICE s'mnltrznn moon AND nons'mn THEREFOR Claims. (Cl; 105-193) This invention relates to stabilized car trucks and to truck bolsters used therein. It refers par-.

ticularly to stabilizing devices of the samegen eral type as those disclosed in my Edwin W. Webb 5 Patent 1,894,386 issued January 17, 1933, en-

titled Spring damping' truck",'my Edwin W.

l Webb application for patent Serial Number 102,-

937, filed September 28, 1936, entitled Stabilizing device for car truck and my Edwin W. Webb 1:) application for .patent Serial Number 161,244,

filed August 27, 1937, entitled Stabilized truck.

It is one of the main objects of the present invention to provide an improved bolster structure for use in stabilized car trucks.

15 It is another object to provide an arrangement of bolster springs and stabilizing springs so constructed and arranged as to prevent the loosening of the stabilizing members and consequent wean thereof rapidly even under conditions that 20 may arise when the bolster lifts slightly from v the regular bolster springs. I

The objects andadvantages of the invention will more fullyappear from the following description, made in connection with the accompanying drawings, wherein like reference characters refer to the'same or similar parts throughout the various views, andin which,

Fig. 1 is a view in side elevation of a portion of a stabilized car truck embodying the inven- 30 tion, some of the parts being broken away and shown in section to'more clearly illustrate the same; v

Fig. 2 is a view on an enlarged scale looking toward one end of the bolster shown in Fig. 1,

'33 the view being taken in the same manner as in Fig. 1 and part of the bolster being broken away to show otherparts in section;

Fig. 3 is a horizontal section taken on the l ne I 3-3of Fig. 2 as indicated by the arrows;

Fig. 4 is a view in side elevation of one of the wedges that is used;

Fig. 5 is a bottom view of the same wedge; Fig. 6 -is a view looking toward one side of the complete bolster as shown in Fig. 1;

Fig. 'I is a view in enlarged scale looking down on a portion of the said bolster; e

Fig. 8 is a view in similar scale looking up on Figs. 11 and are respectively a view in side elevation and a bottom view of a type of wedge that may be used with the bolster shown in F Fig. 13 is a view similar to Fig; 10 of another slightly modified type of bolster; and

Figs. '14 and 15 are respectively a view in side.

truck are shown including a side frame A having a bolster opening It. This side frame includes bolster columns I! recessed to receive wear plates 18 which may be secured to the columns in any suitable manner. The tension member of the side frame A is provided at the bottom of the bolster opening IS with projecting flanges to form a wide spring seat 19 upon which a lower springcap 2t rests. Su ported upon this spring cap are a group of four heavy bolster springs 2| I 7 of considerably greater length when not under v compression than are the springs 2| and they are so constructed that they may be subjected to further compression after the bolster springs 2| can be compressedno further, i. e., after the bolster springs have been compressed solid. For use between the two opposite side'frames of the car truck, a bolster B is provided. This bolster is of truss formation the central part of the bolster being of considerably greater depth than the ends, and the bolster'preferably being hollow, the bottom 23 of the bolster forming the tension member of the truss.

While both ends of the bolster B are similarly formed to be received within the bolster openings l6 ofthe opposite side frames A of the truck, reference will be made chiefly only 'to one end of the bolster B. Projecting from the opposite sides of the end of the bolster are spaced vertical flanges 24 which work against the sides of the.

columns 11 to limit lateral movement of the bolster. The end portion of the bolster rests directly. upon the four bolster springs. 2|, the bottom 23 being provided with springcenters 25 to receive the upper ends of the bolster springs.

Between the flanges 24 at each side of the bolster the bolster is slightly inwardly channeled atflandpocketscareformedintheopposite bolster.

sides of the bolster projecting inwardly from these channeled portions. The sides of these pockets C are formed by vertical webs 21 which project upwardly in spaced'parallel relation .from the bottom or tension member 23 of the The backs or inner sides of the pockets C are formed by diagonally inclined webs 2! which extend diagonally downwardly and inwardly from the top side edges of the bolster toward a-vertical plane taken longitudinally of the bolster at the central portion thereof. These inclined webs 2: in turn join short vertical webs 29 which run downwardly tothe bottom 23 of the bolster. The web 2! of each pocket at its.

bolster underlies the wedge pockets 0; but notches 3| are cut in thetension member below the pockets C to accommodate the upper ends of the I stabilizing springs 22. By notching the tension member 23 below the pockets, rather than completely cutting away the tension member below the pockets, flanges or ribs 32 of substantially triangular shape are formed below the pockets which preserve the strength of the tension member of the bolster as well as acting to prevent the dropping of the wedges in an emergency as will hereinafter be brought out.

Fitting within the pockets C and interposed between the surfaces It of the bolster and the wear plates it of the columns" are stabilizing members in the form of wedges D. Each wedge has an outer vertical.surface 33 which works time in the pockets C, there is likelihood of rapid against the adjacent wear plate It and it has a diagonally 'inclined cmwned inner surface 34 which bears against and cooperates with the adjacent inclined surface 1| of the bolster B. The inner surface 34 of the wedge is slightly crowned so as to assure proper contact between the vertical surface 32 of the wedge and adjacent wear plate i8 irrespective of slight irregularities in the manufacture of the bolster B and the .wedge D and irrespective of slight tilt that may occur between the bolster and the side frame A during operation of the truck. The lower 'portion 35 of the wedge is shaped to be loosely receivedwithin the notch ll of the bottom or ten- 'sion member 23 of the bolster and as the notch Si is preferably approximately parabolic in shape, the lower portion 35 is of similar shape and. the width of this lower portion 35 at the inner edge of thewedge is somewhat narrower than the part of the wedge'immediately above the lower portion 35 to provide shoulders I which overlie theflanges or ribs 32. Spring centers 31 project downwardly at the bottom of the wedges D below the lower portions 35 to receive the upper ends. of the stabilizing springs 22.

In order to tie'the wedges D to the bolster B for ease of assembly of the bolster and wedges in-the car truck, the wedges are provided with slanting elongated cross apertures ti and nutted bolts 39 extending crosswise between the oppoa-mavis 1 1) carried bythe ends, will-be received within the bolster openings." of the side frames and'the bolster springs 2lwill support-the bolster ends -directly',while thestabilising springs 22 will supportthestabilizingmembersorwedgesD. Up and down movement'of a bolster end with its wedges D can, of course, take place relative to the neighboring side frame A and the wear plates ll of the columns I! thereof. Mostof the bolster load will-be taken by the heavy bolster springs 2i. As downward movement 'of the bolster end takes place the inclined surfaces 3! bearing against the surfaces 34 of the wedges will cause the wedges to be moved into slightly -tighter wedging relation between the surfaces a and the wear plates I 8 and the vertical surfaces 33 of the wedges working against the, wear plates [8 will produce a slight frictional resistance to the vertical movement of the bolster. This fric flonal rmstance is suillcient to prevent the bolster springs M from compressing and expanding in their free vibration period. In other words, the resistance of the stabilizing springs 22 to further compression as the bolster moves downwardly and the wedges D move therewith, causes the wedges to offer slight frictional resistance to the movement of the bolster by reason of the frictional contact of the vertical surfaces of the wedges with the wear plates II. The slight drag or frictional resistance offered to the free movement of the 'bolster is sufllcient to'prevent cumulative harmonic action'of the bolster springs 2i at certain speeds of travel of the truck as the truck passes over rail joints. The truck is thus stabilized so that itrides smoothly at all If the stabilizing wedges D become loose at any wear of the vertical surfaces 33 and the wear to maintain the wedges D tightly in contact with the wear plates i8 and inclined surfaces 3|! of the bolster at all times. For this purpose the stabilizing springs 22 are. at all times kept under some compression as more. or less diagrammatically illustrated in Fig. 9. The length of the stabilizing .springs 22 between the cap plate 20 and the spring contacting portions of the wedges D is such relative to the length of the bolster springs 2| between the spring cap plate 20 and the bottom of the bolster B that in case the bolster should raise slightly from the bolster springs 2|, so that the bolster springs are-under no compression, the stabilizing springs 22 will still remain under some compression to hold the wedges D tightly in. position. In the particular embodiment shown, the stabilizing springs 22 when under no compression, are of considerably greater length than are the bolster springs 2| when under no compression. This would always be the case if the lower ends of the two different types of springs were supported at the same level and if,

as shown, the bottom of the bolsterstood at approximately the same level as the spring conportions of the wedges D. It is not essenhowever, that the bolster springs 2| and the stabilizing springs 22 be supported-at their lower ends at the same level, nor is it essential that the bottom surface of the bolster lie at approximately the same level as the stabilizing spring contacting surfaces of the wedges. It is highly important, howeverQto the operation of the truck that the stabilizing springs 22 be always maintained under compression irrespective of whether or not the bolster springs 2| are under compressprings 2| go "solid.

'sion. Cars are often run having flat spots on the wheels, thus subjecting the truck to constant jolting. If the wedges D were loose at any time during the-normal operation of the truck and the up and down movement of the bolster. the play between the 'wedges D and the wear plates I8 and the inclined surfaces of the bolster would quickly wear the parts, with the arrangement provided where the wedges are always maintained in tight engagement, appreciable. wear of;

. the parts under continued service; cannot take" place. Attention is also called to thefact that the coils of the stabilizing springs 22- are so spaced and arranged relative to the coils and spacing 6f the bolster springs 2| that the stabilizing springs 22 cannot go solid before ,the bolster Therefore, on extreme downward movement of the bolster relative to the side frame, it is impossible for the stabilizing springs 22 to take the entire load-of the bolster I or any very substantial partthe'reot' This is highly important inasmuchas the parts I 8 and 33 will quickly wear away if too much frictional The springs 22 are 2| for this samegeneral purpose. In case of breakage of one of the stabilizing springs 22 the bolt 39 passing through the opena resistance is ofiered'by these parts to the vertical -movement of the bolster.

made quite light relative to the bolster springs ing 38 in the wedge D above-the spring will normally support the wedge, to prevent it from drop-" ping. In case these bolts 39 are not used or'in case they have become removed, it is still inipossible for the wedgeD to drop downwardly inasmuch-as the shoulders 36 are bound to strike and to be caught by the flanges or ribs 32; of the bolster. Thus if for any reason the stabilizi ng springs should break, the truck beused without the stabilizing feature in the. manner clined web 28 running. all the way down to the tension member 23 and'at the time the bolster is cast it'permits the inclined web 28 to give outwardly somewhat as the bolster cools rather than to produce a straight stress which might result. in shrinkage cracks.

Bre uinpingthe face of the inclined webfzc of the bolster with the side and top grooves 29, so as to produce the raised inclined surface 30, this surface is self-cleaning and no difllculty is involved in fitting-'the-inclined surface 34 of th wedge D. against this surface.

ets 10 previously Referring now to the form of bolster and stais'illustrated the end of a bolster E having wedge pockets F therein, the walls 40 of which pockets are of inclined concave shape and preferably Referring now to Figs. 13, 14, and 15, a slightly different type .of bolster H is shown having pockets J .of the same construction as the'pockjacent said bolster opening, a. bolster received 0 'within said bolster opening, bolster springs sup that diagonal inclined webs 42 are employed be tween the side webs of the pockets andithe-back webs thereof. To fit the pockets J stabilizing wedges K are employed having inclined surfaces v 43 shaped after the surfaces of thepocketst This is another alternative form of bolster and wedge construction that be employed.

It, will be seen-'that a highly eflicient stabilized truckand bolster for usein stabilized trucks. has been provided. Trucks embodying the invention have been successfully actual practice. a

It will, of. course, be understood that various changes 'may be made in the form, details, ar rangement and proportions of the various parts -.without departing from'the scope of the present used by the railroads in invention which, generallystated, consists in the matter shown and described and set forth in the I appended'claims.

* -What,is claimed is: I

1; A bolster for stabilized trucks having a deep center portion and a shallow end portion, a spring bearing surface on the bottom of the end portion, a wedge receiving pocket on each side of each end portion above the bottom of the bolster, said bottom being notched inwardly from the side edges thereof immediately below and in line with .each pocket sufficient to, allow clearance for a stabilizing spring, the notched portion forming a shelf to prevent the dropping. of stabilizing wedges while reinforcing the lower edges-oi the bolster below the pockets.

2. A truck'bolster for stabilized trucks having an end provided with side-wedge receiving V pockets, said pockets being inwardly defined by inner inclined walls extending downwardly and inwardly and .short vertical walls joining the lower edges of said inclined walls, said bolster having inwardly notched webs" at its bottom form--; ing shelves below saidpockets. a

bilizing wedges received within said pockets, said.

bolster below saidpo'ckets and in line therewith having laterally notched meanstoprevent said stabilizing wedges from being droppeddownwardly completely out of said pockets.

. 4. In a car truck, a side frame having a'lateral bolster. opening therein and having columns adporting said bolster. from said side frame, wedges interposed between the sides of said bolster and said columns, said wedges having integral bolster contacting surfaces of rounded contour for rolling contact with the sides of said bolster and stabilizing springs of materially less capacity than bilizing wedge shown in Figs. 10, 11 and 12, there said bolster springs supporting said wedges on c'dlumns, a wedge received within each recess and interposedbetween said inner surfaces of the bolster and the adjacent column, said wedges hav- "ing integral rounded surfaces engaging said bolster inner-surfaces for rolling contact and springs supporting said wedges described with the. exception on said side frame. 

